Particulate Emissions from a Direct-Injection Spark-Ignition (DISI) Engine

Maricq, M. Matti; Podsiadlik, Diane H.; Brehob, Diana D.; Haghgooie, M.

doi:10.4271/1999-01-1530

Cited by 128 publications

(68 citation statements)

References 6 publications

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“…In most cases, the distributions are not log-normal, rather the distributions are skewed (on a log-scale) toward smaller particle sizes. This asymmetric size distribution was also previously reported in the literature (Maricq et al 1999;Harris and Maricq 2001;Storey et al 2010). It has been shown that the size distributions of GDI particles for both homogenous charge operation (Maricq et al 1999) and stratified charge operation (Harris and Maricq 2001) can be asymmetric with higher particle concentrations for smaller particles.…”

Section: Volatility Of the Particle Emissionssupporting

confidence: 63%

Effective Density and Volatility of Particles Emitted from Gasoline Direct Injection Vehicles and Implications for Particle Mass Measurement

Momenimovahed

Olfert

2015

Aerosol Science and Technology

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The effective density and volatility of particulate emissions from five gasoline direct injection (GDI) passenger vehicles were measured using a tandem differential mobility analyzer (DMA) and centrifugal particle mass analyzer (CPMA) system. The measurements were conducted on a chassis dynamometer at three steady-state operating conditions. A thermodenuder was employed to find the volatility and mixing state of the particles as well as the effective density of nascent and non-volatile particles (defined as particle phase remaining after denuding at 200 C). The mass-mobility exponent ranged between 2.4 and 2.7 for nascent (or undenuded) particles and between 2.5 and 2.7 for non-volatile particles; higher than typical diesel soot. The effective density function was 4278d m ¡0.438 § 76.3 kg/m 3 (for mobility diameter, d m , in nm) for nascent particles and 3215d m ¡0.395 § 37.9 kg/m 3 for non-volatile particles. The effective density functions of the non-volatile particles were fairly similar for the conditions studied. The uncertainty in using the effective density and mixing state data to determine the mass concentration of the aerosol by integrating mobility size distributions was examined. The uncertainty in mass concentration is minimized when only the non-volatile component is measured. However, the uncertainty in the mass concentration increases substantially if nascent particles are measured due to uncertainties in the particle mixing state and their associated effective densities. Furthermore, transient vehicle operation (cold-starts, accelerations, and decelerations) would likely change the mixing state of the exhaust particles suggesting it is difficult to accurately measure the mass concentration of undenuded GDI exhaust particulate using integrated size distribution methods.

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Section: Volatility Of the Particle Emissionssupporting

confidence: 63%

Effective Density and Volatility of Particles Emitted from Gasoline Direct Injection Vehicles and Implications for Particle Mass Measurement

Momenimovahed

Olfert

2015

Aerosol Science and Technology

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“…Publicações datadas em 1999 apresentam os resultados iniciais de emissões de material particulado. Maricq et al [9] utilizando um motorFigura 10 -Emissões em função do tempo de injeção [9] Em dinamômetro de chassi, Maricq et al [9] também compararam a massa de material particulado emitido por um veículo de injeção direta com um veículo de pré mistura e um veículo diesel. Conforme apresentado na Figura 11, o motor de injeção direta emitiu aproximadamente 10 vezes mais material particulado que o motor de pré mistura, no ciclo de condução americano FTP-75.…”

Section: Estado Da Arteunclassified

Material Particulado Em Motores Otto De Injeção Direta – Uma Revisão Atualizada Da Literatura

Ostapiuk¹,

Daemme²,

Penteado³

2014

Anais Do XXII Simpósio Internacional De Engenharia Automotiva

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RESUMOPara enfrentar os desafios impostos pela legislação ambiental e em busca de uma eficiência energética a indústria automotiva vem desenvolvendo e aplicando a tecnologia de injeção direta em motores do ciclo Otto. Apesar das conhecidas vantagens, tal tecnologia apresenta fatores negativos, com destaque à formação de material particulado (MP).A formação de MP em motores Diesel é um fenômeno já conhecido, contudo nos motores Otto continua sendo um tema a ser mais bem estudado, principalmente sobre a concentração de MP de diâmetro médio nominal menor que 2,5 micrometros (PM2,5) nos gases de escape.Pela importância do tema, nas recentes revisões da legislação europeia foram impostos limites para emissão de MP em motores de injeção direta.O objetivo do presente artigo foi apresentar uma revisão atualizada a respeito da emissão de MP em motores Otto de injeção direta, enfocando as mais importantes publicações sobre o tema, o estado da arte e as legislações em vigor. INTRODUÇÃOO desenvolvimento e principalmente a aplicação de novas tecnologias no mercado de consumidores finais, passa por uma etapa de equilíbrio entre dos custos atrelados e os benefícios oriundos da tecnologia. Nos últimos anos, a eficiência energética tem sido um dos principais veios de pesquisa e desenvolvimento de toda a comunidade científica. Na indústria automotiva, com a evolução dos programas de controle de emissões de poluentes e a forte demanda para otimização do consumo de combustível dos veículos automotores, novas tecnologias foram introduzidas no mercado. A Figura 1 apresenta o panorama das emissões de veículos automotores na Europa, ao longo dos anos. A partir de 1995, ocorreu uma inversão nas emissões de CO 2 apresentando uma tendência contrária aos outros poluentes medidos, ou seja, uma tendência de crescimento. Desta forma, alinhados a programas globais de redução dos gases do efeito estufa, os motores de combustão interna necessitam evoluir para contribuir de forma positiva na redução das emissões de CO 2 . Assim sendo, buscando aliar a potência específica dos motores a gasolina com a eficiência dos motores Diesel, a injeção direta de combustível vem sendo desenvolvida e aplicada em motores Otto.

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“…Maricq et al (1999) found that the particulate number emissions increase about a factor of 10-40 as the operating mode changed from homogeneous to stratified operation. Kaiser et al (1999) investigated the regulated emissions (total HC, NOx and CO) and speciated HC emissions (by components analysis).…”

Section: -2 Emissions From Disi Enginesmentioning

confidence: 99%

“…The results of EOI swing test showed that all the regulated emissions vary sharply over small changes in EOI over the range from high to low stratification, suggesting that emissions are very sensitive to the evaporation, mixing, and motion of the stratified fuel cloud prior to ignition. The low HC emissions in some highly stratified regimes were accompanied by high level of particulate emissions [Maricq et al, 1999]. They postulated that a potential increase in HC emissions at high stratification was suppressed in part because potential HC emissions are exiting the engine as soot.…”

Section: -2 Emissions From Disi Enginesmentioning

confidence: 99%

“…Engine-out emission measurements from the production Mitsubishi DISI engine were performed by Kaiser et al (1999) and Maricq et al (1999) for a number of operating parameters. Maricq et al (1999) found that the particulate number emissions increase about a factor of 10-40 as the operating mode changed from homogeneous to stratified operation.…”

Section: -2 Emissions From Disi Enginesmentioning

confidence: 99%

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Fuel Film Temperature and Thickness Measurements on the Piston Crown of a Direct-Injection Spark-Ignition Engine

Park¹,

Ghandhi²

2005

SAE Technical Paper Series

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The fuel film thickness and temperature on the piston crown of a direct-injection spark-ignition (DISI) engine were measured using a fiber-based laser induced fluorescence (LIF) method. The engine investigated employed a wall-guided swirl-type system using a high-pressure swirl injector impinging onto the piston crown. The fuel used was isooctane with a small amount of a fluorescent liquid dopant. The measured fluorescence intensity was transformed to the fuel film thickness by way of the equations based on photophysics and the fiber optic properties. However, the fluorescence of the fuel mixture showed a strong dependency on the fuel temperature and this information was needed in the fuel film thickness calculation. The fuel film temperature, which may differ from the piston surface temperature, was measured by using a fiber-based fluorescence thermometry method.Engine tests were performed for motored and fired conditions under the late injection stratified mode. The results of the fuel film temperature measurement showed that the mean fuel film temperature follows the piston surface temperature and the convection heat transfer from the compressed hot air directly affected the mean fuel film temperature during the compression and expansion stroke. The fuel film thickness measurement results showed that the boiling point of the liquid dopant should be much higher than that of the main fuel to ii meet the co-evaporation condition. The fuel film persisted during the expansion stroke and started to evaporate actively from the exhaust valve opening crank angle for both motored and fired conditions. The fuel film thickness from the fuel injection to just before the occurrence of pool fires was the same level for motored and fired engine conditions although the piston temperature was higher for the fired condition. The spark ignition and the main flame before the pool fires do not affect the fuel film thickness. The duration and thickness of the fuel film was strongly affected by the boiling point of the fuel. The fuel film evaporates quicker for a fuel having a lower boiling point.

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Particulate Emissions from a Direct-Injection Spark-Ignition (DISI) Engine

Cited by 128 publications

References 6 publications

Effective Density and Volatility of Particles Emitted from Gasoline Direct Injection Vehicles and Implications for Particle Mass Measurement

Effective Density and Volatility of Particles Emitted from Gasoline Direct Injection Vehicles and Implications for Particle Mass Measurement

Material Particulado Em Motores Otto De Injeção Direta – Uma Revisão Atualizada Da Literatura

Fuel Film Temperature and Thickness Measurements on the Piston Crown of a Direct-Injection Spark-Ignition Engine

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